DE102017102923B4 - Method and device for determining a fault of a barometric pressure measuring system arranged on board an aircraft - Google Patents

Abstract

Method for determining a fault of a barometric pressure measuring system arranged on board an aircraft, comprising the following steps: - determining (101) a current position POS (t) and a height z (t) of the aircraft in a geodetic reference system at time t by means of an on board - by means of the pressure measuring system, determining (102) a static pressure p (t) and / or a pressure altitude z (t), - for the position POS (t) in provided weather analysis data AN or in provided weather forecast data PROG of a numerical weather forecasting model NWP determining (103) a geopotential altitude z (t) associated with the static pressure p (t) and / or for the position POS (t) in the provided weather analysis data AN or in the provided weather forecasting data PROG of the numerical weather forecasting model NWP determining (103) a static pressure p (t) associated with the altitude z (t), - determining (104) the altitude a Deviation ΔZ (t) = z (t) - z (t) and / or determining (104) the pressure deviation Δp (t) = p (t) - p (t); - determining (105) averaged over a period Δt Height deviation Δz * from Δz (t) = z (t) -z (t) and / or determining (105) a pressure deviation Δp * averaged over the period Δt from Δp (t) = p (t) -p (t), wherein an error of the pressure measuring system is considered to be recognized when the average height deviation | Δz * | is greater than or equal to a predetermined limit value G1, or if the averaged pressure deviation | Δp * | is greater than or equal to a predetermined limit G2; and - generating (106) a warning signal if an error is detected.

Description

The invention relates to a method and a device for determining a fault of a barometric pressure measuring system arranged on board an aircraft.

The barometric pressure measuring system of an aircraft is used in particular for determining the barometric altitude z _AC (t) (= pressure altitude) of the aircraft, which is determined on the basis of the static pressure p _AC (t) at the flight level of the aircraft in the undisturbed atmosphere. For this purpose, the static pressure p _AC (t) is determined during the flight. The pressure is taken at a suitable location on the surface of the aircraft (the "pressure point for static pressure"), the measurement of the pressure taken there takes place with appropriate pressure sensors. This pressure measurement is disturbed by the aerodynamics of the aircraft and the current configuration of the aircraft, among other things as a function of the airspeed (eg the Mach number).

The altitude of an aircraft is typically determined from the measurement of the static air pressure p _AC (t) and its conversion into a barometric altitude z _AC (t) based on the ICAO standard atmosphere (ICAO: "International Civil Aviation Organization"). Depending on the current weather, the state of the local atmosphere often differs significantly from the standard ICAO atmosphere, so that the determined barometric altitude z _AC (t) of the aircraft can thus deviate from an actual geometric altitude of the aircraft. The deviations of the barometric altitude z _AC (t) are typically about +/- 5 - 10% of the geometric altitude.

The barometric altitude z _AC (t) is thus determined by means of the pressure measuring system without external aids on the aircraft and therefore traditionally the basis of flight guidance. Without a calibration of the pressure measuring system, the measurement errors due to the above-mentioned disturbances and thus the accuracy of the determined barometric altitude z _AC (t) would be unacceptable. For a precise barometric height determination, therefore, the deviation of a current pressure measurement from the conditions of the surrounding undisturbed atmosphere must be known and corrected accordingly.

When certifying an aircraft, a variety of ground and in-flight calibration measurements are performed today to calibrate the built-in pressure measurement system. In this case, the measured values of the sensors of the pressure measuring system on a prototype of the aircraft are typically compared with measurements in the undisturbed environment at the same altitude. From the difference of the pressure sampling error is determined, which is used in the form of a function of various factors for correction. This correction is typically determined uniformly for a particular aircraft type and stored in an air data system (ADS). In addition to the pressure measurement, the air data computer also provides other relevant influencing variables.

Usually, this correction of the pressure measurement is determined by comparing the measurement results of the pressure measuring system with reference measurements, for example on a tower by a so-called "tower flyby" or with measurements of a correspondingly calibrated comparison aircraft or with measurements of the static air pressure in the undisturbed atmosphere well in advance (eg with a sensor on a nasal mast of the aircraft) or behind the aircraft (with a towed probe, so-called "trailing cone" measurement).

A sufficiently accurate calibration of the pressure measuring system is particularly important when the aircraft is to be operated in an airspace with reduced vertical staggering, for example, an airspace, for the so-called "Reduced Vertical Separation Minima, RVSM" apply. Flights in such reduced-altitude airspace spaces (RVSM airspaces) shall only be permitted if the aircraft has received an "RVSM operating license" from the relevant aeronautical authority. For this purpose, it must be demonstrated that the pressure measuring system in the area of use of the aircraft under predetermined conditions, a determination of a barometric altitude z _AC (t) with a predetermined accuracy allows.

To determine the required pressure correction in the pressure measuring system today expensive flight tests of the aircraft to be tested, measurements on the ground, accompanying measurements in flight or the availability of experimental equipment on the aircraft are required.

A known method for determining the barometric altitude z _AC (t) in flight is the so-called "Blanchard method". Here, the pressure difference between various altitudes is determined from the vertical integral of the virtual temperature and corrected with pressure gradients due to the geostrophic wind ( See: Blanchard, RL, "An Improvement to Algorithm for Computing Aircraft Reference Altitude," IEEE Transactions on Aerospace and Electronic Systems, Vol. AES-8, no. 5, 1972, pages 685-687 ; and Blanchard, RL, "A New Algorithm for Computing Inertial Altitude and Vertical Velocity," IEEE Transactions on Aerospace and Electronic Systems, Vol. AES-7, Nov. 1971, pp. 1143-1146 .)

In order to check the accuracy of barometrically determined altitudes z _AC (t) during flight operations, aviation authorities or service operators (recognized Air Navigation Service Providers, ANSP) also provide so-called "Height Monitoring Units = HMU" for carrying out the "HMU method" or so-called "GPS-based Monitoring Units = GMU" to carry out the "GMU method" available.

In the so-called "HMU method", the barometric height z _AC (t) determined by the pressure measuring system of the aircraft to be tested is compared with a height from comparative measurements. The Blanchard method can also be used. The geometrical comparison height of the aircraft is typically in the observation area of an associated ground station (approx. 40 nautical miles around the ground station) by means of a long-term measurement of a transponder signal of the aircraft and / or determined by radar. However, such comparative measurements are currently at a height band of FL 290 to FL 410 , ("FL" = flight area) limited. The aircraft must fly at a constant altitude for at least 5 minutes during the comparison measurement. The HMU method thus requires the use of at least one HMU ground unit, the implementation of special calibration flights, some with additional equipment, and causes corresponding additional costs. One is typically dependent on the service of a recognized "Air Navigation Service Provider".

In the "GMU method", a portable GPS (GPS-based Monitoring Unit) for altitude measurement is typically taken on board the aircraft by means of a GNSS satellite navigation system ("Global Navigation Satellite System"). The comparison height is determined, for example, on the basis of balloon measurements and possibly other meteorological measurements (temperature profiler), supported with weather data from numerical models, and compared with the pressure altitude measurements of other aircraft in the same airspace.

In addition to the determination of the essential for the flight guidance barometric altitude z _AC (t) of the most accurately determined static pressure p _AC (t) is still important to from the measurements of the total pressure ("Total Air Pressure") on the dynamic pressure and thus on to close the airspeed (eg Mach number). Faults in the static pressure measurement thus have an immediate effect on errors in the determination of the dynamic pressure. The determination of the static temperature from the measurement of the temperature T _stau in the jammed air at the aircraft requires the exact knowledge of the static and dynamic pressure.

The methods known in the prior art for detecting errors in barometric pressure measuring systems have the disadvantage that they typically require flight tests and are expensive and time-consuming. In particular, they make minor changes to the aircraft, such as temporary on / off the aircraft expensive, time consuming and difficult, as they change the aerodynamics of the aircraft and thus require a recalibration of the pressure measuring system. Another disadvantage of the prior art is that in flight neither the pilot nor the flight monitoring have an easy way to monitor the function and accuracy of the pressure measurement system determined by the barometric pressure p _AC (t) and the barometric altitude z _AC (t) and corresponding Determine trends of accuracy. Therefore, in the prior art, the function and the accuracy of the pressure measuring system must be regularly checked consuming. In this case, a check of components of the pressure measuring system on the ground to ensure the accuracy of the pressure measuring system in flight only incomplete.

From the US 2014/0174175 A1 a device and a method for measuring a height of a terminal is known, wherein the measurement of a height error is corrected on the basis of temporal and spatial changes. The disclosed apparatus comprises an atmospheric pressure measuring unit disposed in the terminal, a terminal-detecting unit for detecting the position of the terminal, and a control unit. The control unit is configured to estimate a reference atmospheric pressure based on previously received reference atmospheric pressures. Furthermore, the control unit is configured to determine a current altitude based on the estimated reference atmospheric pressure and the currently measured atmospheric pressure.

From the US 2015/0 247 917 A1 For example, a method of calibrating a mobile device altimeter is known. From the US 6,970,795 B1 For example, a method for estimating a height is known, the method being based on a generated drift error model. From the US 2014/0 114 624 A1 For example, a method is known in which an atmosphere model is determined based on pressure and position measurement data of a mobile device. From the US 2016/0 047 648 A1 a method for determining an atmospheric pressure is known, wherein measured by a mobile unit, the barometric pressure and based on these measurements, a current barometric pressure is determined.

The object of the invention is therefore to provide a method and a device, with the / a fault of an aboard an aircraft arranged barometric pressure measuring system easy, even during the flight determined is. In addition, the mentioned disadvantages should be avoided.

The invention results from the features of the independent claims. Advantageous developments and refinements are the subject of the dependent claims. Other features, applications and advantages of the invention will become apparent from the following description, as well as the explanation of embodiments of the invention, which are illustrated in the figures.

A first aspect of the invention relates to a method for determining a fault of a barometric pressure measuring system arranged on board an aircraft, comprising the following steps. In a first step, a determination is made of a current position POS _GNSS (t) and a height z _GNSS (t) of the aircraft in a geodetic reference system at time t by means of a satellite navigation system GNSS arranged on board the aircraft. In a second step, the pressure measuring system is used to determine a static pressure p _AC (t) and / or a pressure altitude z _AC (t). In a third step, for the position POS _GNSS (t) in provided weather analysis data AN _DAT or in weather forecast data PROG _{DAT of} a numerical weather forecast model NWP, a determination is made of a geopotential height z _{AN / PROG associated} with the static pressure p _AC (t) (t).

Alternatively or additionally, for the position POS _GNSS (t) in the provided weather analysis data AN _DAT or in the weather forecast data PROG _{DAT of} the numerical weather forecast model NWP, a determination is made of a static pressure p _{AN / PROG associated} with the height z _GNSS (t) (t). In a fourth step, the height deviation ΔZ (t) = z _GNSS (t) _{-z AN / PROG} (t) is determined and / or the pressure deviation Δp (t) = p _AC (t) -p _{AN / PROG} ( t). In a fifth step, a determination of a height deviation Δz * averaged over a period Δt from ΔZ (t) = z _GNSS (t) -z _{AN / PROG} (t) and / or determination of a pressure deviation Δp * averaged over the period Δt takes place Δp (t) = p _AC (t) -p _{AN / PROG} (t), where an error of the pressure measuring system is considered to be detected when the average height deviation | Δz * | greater than or equal to a predetermined limit G1 or if the averaged pressure deviation | Δp * | greater than or equal to a predetermined limit G2 is. In a sixth step, a warning signal is generated if an error is detected.

The term "aircraft" is understood in the present case broadly. It includes all devices that fly or drive within a planetary atmosphere (in particular the Earth's atmosphere), in particular aircraft that are lighter than the medium of the atmosphere (eg air): free balloons, tethered balloons, hot air balloons, airships, etc., as well as aircraft that heavier than the medium of the atmosphere are: gliders, hang gliders, paragliders, rotary-wing aircraft, drones, military aircraft, transport aircraft, passenger aircraft, sports aircraft, ultralight aircraft, etc ..

The "barometric pressure measuring system" advantageously comprises lines to measuring points on the aircraft, for example, pressure lines for removing the static pressure, for removing the total pressure, for taking a differential pressure, further advantageous electrical lines to measuring sensors eg. For prints, air temperature and / or humidity, a Evaluation device (eg ADC = "Air Data Computer") and an electrical interface for providing the determined measurement data, in particular the static pressure p _AC (t) and the pressure level z _AC (t). Calibration curves or calibration parameters for determining the static pressure p _AC (t) and the pressure level z _AC (t) or other measurement data are taken into account by the evaluation device. The pressure lines must be tight. Leaks or leaks in the pressure line system produce incorrect measurements.

The term "error" is understood broadly in this case, it basically includes any error of the pressure measuring system, which affects the measured variables: static air pressure p _AC (t) and / or barometric height z _AC (t) of the pressure measuring system. Such errors can be caused for example by an incorrect calibration of the pressure measuring system, a faulty sensor within the pressure measuring system, leaks / leaks in the pressure measuring system or faulty electronics of the pressure measuring system.

The "GNSS satellite navigation system" is advantageously a GPS, or Galileo, or a GLONASS-based navigation system, by means of which the current position POS _GNSS (t) (position on the earth's surface, for example as xy coordinates) and height z _GNSS ( t) of the aircraft in a geodetic reference system can be determined time-dependent. Of course, other GNSS satellite navigation systems are included within the scope of the invention.

Advantageously, the satellite navigation system GNSS on the aircraft a differential satellite navigation system (for example, a DGPS) is used. With such a differential satellite navigation system, height measurements for z _GNSS (t) with an accuracy of approx. 0.2 m and position measurements for POS _GNSS (t) with a resolution of approx. 0.3 m are currently possible.

The term "geodetic reference system" refers in this case an earth model, which advantageously the most important parameters of the earth figure, the Earth rotation and the gravity field considered. Advantageously, the geodetic reference system is the WGS84 (with the gravity model EGM96 or EGM2008) or the ETRS89 reference system. Of course, other geodetic reference systems are included within the spirit of the invention.

In the second step, the time-dependent determination of the static pressure p _AC (t) and / or the pressure level z _AC (t) takes place by means of the pressure measuring system. For the pressure measuring system, preset calibration parameters or calibration curves, etc. are entered into the determination of pressure p _AC (t) and the pressure altitude z _AC (t).

In the third step, weather analysis data AN _DAT or weather forecast data PROG _{DAT of} a weather forecasting numerical model NWP is provided to obtain geopotential heights z _{AN / PROG} (t) associated with the positions POS _GNSS (t) at the measured static pressures p _AC (t) ) and / or for positions POS _GNSS (t) to the determined heights z _GNSS (t) to determine static pressures p _{AN / PROG} (t).

The weather analysis data AN _DAT and weather forecast data PROG _DAT a numerical weather forecast model NWP this is a relationship between geopotential altitudes z _{AN / PROG} (t) and associated barometric pressure surfaces p _{AN / PROG} (t) taken. The analysis data AN _DAT for a weather prevailing at a time t ₁ and a position POS _GNSS (t ₁ ) are only available at a time t ₁ + Δt _analysis , where Δt _{analysis is} one for the analysis of the weather data acquired at time t ₁ and Provide the appropriate analysis data indicating time required for AN _DAT . Analysis data AN _DAT are therefore particularly suitable for the subsequent evaluation of measurement data obtained during a flight from the pressure measurement system. Typically, the geopotential heights z _AN (t) and static pressures p _AN (t) determined from analysis data AN _DAT also have a higher accuracy than the geopotential altitudes z _PROG (t) and static pressures p _PROG determined from weather forecast data PROG _DAT (t).

Advantageously, the weather forecast model NWP takes into account, for generating the weather forecast data PROG _DAT, a gravitational acceleration g = g (POS, h) dependent on the position POS (on the earth's surface) and altitude h, as well as a geoid undulation. The "Geoid Undulation" refers to a distance of the geoid from a reference ellipsoid in the observed ellipsoid point, measured along the ellipsoid normal. With regard to a mean reference ellipsoid for the earth, geoid undulations can amount to about 100 m.

• k = 0,...,K;
• P_k+1/2 = 0 für k= 0;
• p_sfc: statischer Druck am Boden für k=K; und
• a_k+1/2, b_k+1/2 konstante Koeffizienten.

Further advantageously, the numerical weather forecast model NWP model pressure _surfaces p _k , for which, for example, prognostic equations for temperature, humidity, etc. are solved, so that prognosis data _{PROG RAWDAT} (t) initially for the model pressure _surfaces p _k are present. To determine the weather forecast data PROG _DAT (t), the forecast data PROG _RAWDAT (t) advantageously linear in time t and linear in geographic coordinates and logarithmic in the pressure field with respect to the position POS _GNSS (t) of the aircraft between model half-pressure surfaces p _{k +1/2} = a _{k + 1/2} + b _{k + 1/2} * p _sfc interpolated, with:

• k = 0, ..., K;
• P _{k + 1/2} = 0 for k = 0;
• p _sfc : static pressure at the bottom for k = K; and
• a _{k + 1/2} , b _{k + 1/2} constant coefficients.

For the definition of model printing surfaces in a numerical weather forecast model NWP is referred to the article of Simmons, A. and Burridge, DM, "An Energy and Angular-Momentum Conserving Vertical Finite-Difference Scheme and Hybrid Vertical Coordinate" Mon. Wea. Rev., Vol. 109, no. April 1981, pages: 758-766 directed. Other numerical methods use unstructured meshes, finite elements, or other discrete approximations of calculated field sizes. These require adapted optimized interpolation methods.

The above advantageous features of the weather forecast model NWP lead to an increase in the accuracy with which the quantities: z _{AN / PROG} (t) and p _{AN / PROG} (t) can be determined. Because of the higher accuracy of short-term forecasts, weather forecast data PROG _DAT (t) is advantageously used for a forecast period of less than two days.

The weather forecast model NWP advantageously uses the so-called "Integrated Forecast System" (IFS) of the ECMWF ("European Center for Medium-Range Weather Forecasts"). Of course, other weather forecasting models are included in the spirit of the invention.

In the fourth step, the height deviation Δz (t) = z _GNSS (t) -z _{AN / PROG} (t) is determined and / or the pressure deviation Δp (t) = p _AC (t) -p _{AN / PROG} ( t).

In the fifth step, the determination of the height deviation .DELTA.z * averaged over a period .DELTA.t takes place from .DELTA.Z (t) = z _GNSS (t) _{-z AN / PROG} (t) and / or the determination of the pressure deviation .DELTA.p * averaged over the time interval .DELTA.t Δp (t) = p _AC (t) - p _{AN / PROG} (t), where an error of the pressure measuring system is considered to be recognized when the averaged height deviation | Az * | greater than or equal to a predetermined limit G1 or if the averaged pressure deviation | Δp * | greater than or equal to a predetermined limit G2 is.

The height deviation .DELTA.z * is advantageously obtained, for example, as the mean value .DELTA.z (t) or as the difference of the mean _{values .z GNSS} (t) _{.about.Z AN / PROG} (t) for the period .DELTA.t. Analogously, the pressure deviation Dp results * for example as mean <Ap (t)> or as a difference between the averages <p _AC (t)> -. <P _{ON / PROG} (t)>. Advantageously, the respective averaging takes place only for flight sections with a constant flight altitude and airspeed. Furthermore, no flight maneuvers, such as, for example, turn flights, are advantageously carried out on these flight sections. The period Δt is advantageously selected from the range [1 min, 10 h], it is advantageously 10 min, 20 min, 30 min, 1 h, 2 h, 3 h, 4 h or 5 h. Advantageously, Δt moving averages are determined for this period. The mean value can be determined in a variety of ways. Thus, the mean may be, for example, a median, an arithmetic mean, a geometric mean, a harmonic mean, a quadratic mean, or a cubic mean, etc. The mean can still be weighted.

Already today it is possible with the proposed method, based on the weather analysis data AN _DAT or the weather forecast data PROG _DAT a numerical weather forecast model NWP the pressure and altitude measurements on an aircraft in the range of globally available weather data with an accuracy of better than + / -10 m or +/- 30 feet in the 95% confidence interval.

The proposed method allows the monitoring of the function and accuracy of the pressure measuring system in flight mode. The results of this monitoring can be output both in the aircraft and / or transmitted to a ground station and output there.

An advantageous development of the proposed method is characterized by the fact that the height deviation | Δz (t) | or | Δz * | greater than or equal to a predetermined limit G1 is, or if the pressure deviation | Δp (t) | or | Δp * | greater than or equal to a predetermined limit G2 is, a warning signal is generated. This warning signal is advantageously an electrical warning signal which can in particular trigger an output of an optically, haptically and / or audibly perceptible warning.

In an advantageous embodiment of the method, the warning signal is output on board the aircraft as optical, haptic and / or audible warning signal, and / or transmitted to a ground location to be further processed there and / or output as an optical, haptic and / or audible warning ,

An advantageous development of the method is characterized in that, based on the height deviation Δz (t) or Δz * and / or the pressure deviation Δp (t) or Δp *, a calibration of the pressure measuring system, advantageously an automated self-calibration of the pressure measuring system is performed. The calibration of the pressure measuring system takes place, for example, after a flight for which the corresponding data were determined. Advantageously, an automatic self-calibration of the pressure measuring system takes place during a flight. Advantageously, the automatic self-calibration is then triggered when the average height deviation | Δz * | greater than or equal to a predetermined limit G3 or if the averaged pressure deviation | Δp * | greater than or equal to a predetermined limit G4 is. The self-calibration makes the accuracy of the variables determined by the pressure measuring system more robust during the flight.

An advantageous development of the method is characterized in that based on an electrical state _{ZUST elek} (t) of the pressure measuring system and on the basis of one or more of the variables: .DELTA.z (t), z _AC (t), z _GNSS (t), z _{AN / PROG} (t), Δp (t), p _AC (t), p _{AN / PROG} (t), total pressure p _congestion (t), stagnation point _temperature T _congestion (t) and possibly other variables an automated evaluation, for example with respect to a Sensor error, an electrical fault, or a line break / leakage of a pressure line of the pressure measuring system takes place. If, during the evaluation, one of the faults described above is determined, this is advantageously output correspondingly visually and / or acoustically specifically, ie, depending on the type of fault, a sensor error or an electrical fault or line break in the pressure measuring system is advantageous in the aircraft and / or at one with the ground unit associated with the aircraft.

In a calibration of the pressure measuring system, in particular in the automated self-calibration of the pressure measuring system, a condition ZUST (t) of the aircraft is advantageously taken into account. For this purpose, the state ZUST (t) of the aircraft is detected and provided by means of corresponding sensors. The term "state of the aircraft" is understood in the present case broadly. In particular, it includes the aerodynamic state and the mechanical configuration state of the aircraft.

Advantageously, the state ZUST (t) of the aircraft is determined by one or more of the following parameters: Mach number, angle of attack, yaw angle, roll angle, weight of the aircraft, configuration of the aircraft with respect to its outer shape (For example, by temporarily existing external attachments on the aircraft, such as antennas, aerodynamic panels for measuring systems (radar, LIDAR, etc.)), flap position, and / or chassis position. The configuration of the aircraft with regard to its external shape can be taken into account, for example, in the form of predefined or stored key figures.

The proposed method has the following advantages. The proposed method allows the statement as to whether the calibration of the pressure measuring system is within specified limits or whether it must be corrected. The proposed method further enables a calibration of the pressure measuring system as a function of the parameters given above both during flight operation and after or before further flight operations. In particular, the method enables permanent quality monitoring of the pressure measuring system in operational flight operations. Thus, the operation of the barometric altimeter can be checked by the method throughout the flight over all altitude ranges. The check can also be carried out on the ground at the same time or the monitoring result can be transmitted to a corresponding ground location. For example, air traffic control (air traffic control) can be informed that the height information of the aircraft is unreliable, so that appropriate measures can be taken. The numerical data required for the procedure (analysis data AN _DAT / weather forecast data PROG _DAT (t)) are at least every 12 hours ahead of the weather forecasts for days ahead, including the period of an upcoming flight and in time before the start, available.

These weather forecast data PROG _DAT (t) can be loaded before starting on the ground from a data network to a computer on board the aircraft and / or a computer of an air traffic controller on the ground. The measurement data of the pressure measuring system: z _AC (t) and / or p _AC (t) and of the satellite navigation system: POS _GNSS (t), z _GNSS (t) are advantageously transmitted online to a ground location and are there for a corresponding evaluation, as above described, available. Thus it can be determined both in the aircraft and at a suitable ground location, for example, how large the deviation .DELTA.z (t) between the height z _GNSS (t) measured by the satellite navigation system and that predicted on the basis of weather forecast data PROG _DAT (t) and / or the altitude determined on the basis of the weather analysis data AN _DAT z _{AN, PROG} , (t), so that appropriate conclusions can be drawn and, if necessary, measures can be taken.

The proposed method avoids the disadvantages mentioned in the introduction of the presently known methods for error detection in a barometric pressure measuring system of an aircraft. In particular, no additional flights, no special fair installations, and no services of a navigation service provider are required.

There is a need for the proposed method for calibrations of pressure measuring systems with manufacturers of aircraft of all kinds. In the development of new types of aircraft in the context of flight testing numerous pilot flights are performed for many purposes. The presented method can be used here for quality control and independent testing of the pressure measuring system of the aircraft. When modifying aircraft, repairing damaged aircraft, re-registering an aircraft with attachments, or otherwise altering the aerodynamic characteristics of an aircraft, the method described herein is particularly inexpensive, simple, and operationally applicable. This is especially true for aircraft with extreme applications (altitudes and speeds), where appropriate flight tests are difficult because of lack of observers on board or other comparison options.

A further aspect of the present invention relates to a device for determining a fault of a barometric pressure measuring system arranged on board an aircraft which is set up and designed to determine a static pressure p _AC (t) and / or a pressure altitude z _AC (t).

The device comprises a satellite navigation system GNSS arranged on board the aircraft for determining a current position POS _GNSS (t) and a height z _GNSS (t) of the aircraft in a geodetic reference system at time t; an interface for providing weather analysis data AN _DAT or weather forecast data PROG _{DAT of} a weather forecasting numerical model NWP for the position POS _GNSS (t) and altitude z _GNSS (t); and an evaluation unit for determining a geopotential height z _{AN / PROG} (t) assigned to the static pressure p _AC (t) in the weather analysis data AN _DAT or weather forecast data PROG _DAT , and / or for determining a height z _GNSS (t ) in the weather analysis data AN _DAT or weather forecast data PROG _DAT associated static pressure p _{AN / PROG} (t); wherein the evaluation unit further for determining the height deviation .DELTA.z (t) = z _GNSS (t) -z _{AN / PROG} (t) and / or the pressure deviation .DELTA.p (t) = p _AC (t) - p _{AN / PROG} (t) and for determining a height deviation Δz * averaged over a period Δt from Δz (t) = z _GNSS (t) -z _{AN / PROG} (t) and / or for determining averaged over the period Δt Pressure deviation Δp * from Δp (t) = p _AC (t) -p _{AN / PROG} (t) is established and executed. Finally, the device has a comparator unit, which then detects an error of the pressure measuring system as detected when the average height deviation | Δz * | greater than or equal to a predetermined limit G1 or if the averaged pressure deviation | Δp * | greater than or equal to a predetermined limit G2 is, and, if an error is detected, generates a warning signal.

The device is in particular designed and configured for carrying out a method as described above.

An advantageous development of the device is characterized in that the pressure measuring system for automated self-calibration of the pressure measuring system on the basis of the determined height deviations Δz (t) or Δz * and / or the determined pressure deviations Δp (t) or Δp * is executed and set up, this Self-calibration is performed when the comparator unit detected an error and / or the warning signal was received.

The interface, the evaluation unit and the comparator unit are arranged in one embodiment of the proposed device on board the aircraft. The interface is advantageously connected to a receiver which is designed and set up for the wireless reception of the weather analysis data AN _DAT or weather forecast data PROG _DAT . The interface is advantageously connected to a memory unit on which the weather analysis data AN _DAT or weather forecast data PROG _DAT can be stored. Further advantageously, a communication unit is present which transmits the generated warning signal and / or the quantities: z _GNSS (t) and / or p _AC (t) and / or Δz (t) and / or Δp (t) to a ground location. Advantageously, an optically, acoustically and / or haptically perceptible warning is issued at the ground location after receiving the warning signal.

Advantageously, the device further comprises a state detection unit that determines a state ZUST (t) of the aircraft, wherein the pressure measurement system performs the automated self-calibration depending on the state of the aircraft Aux (t). For this purpose, the state detection unit has corresponding sensors. These sensors are designed such that one or more of the following variables can be determined: Mach number, angle of attack, yaw angle, roll angle, weight of the aircraft, center of gravity position, flap position, and / or chassis position. Furthermore, the state detection unit is connected to a memory unit on which the outer aerodynamically effective (outer) shape of the missile is optionally stored in the form of features or a corresponding coding. With the outer shape, for example, aerodynamically effective attachments, tank containers, radomes, antenna attachments, etc. are detected and thus taken into account in the calibration of the pressure measuring system.

Advantages and advantageous developments of the proposed device will be apparent from an analogous and analogous transmission of the statements made in connection with the described method. Reference is made to the preceding parts of the description.

The invention further relates to an aircraft with a proposed device.

The object of the invention is further achieved by a computer system having a data processing device, wherein the data processing device is configured such that a method as described above is performed on the data processing device.

In addition, the object of the invention is achieved by a digital storage medium with electronically readable control signals, wherein the control signals can interact with a programmable computer system so that a method as described above, is performed.

Furthermore, the object of the invention is achieved by a computer program product with program code stored on a machine-readable carrier for carrying out the method, as described above, when the program code is executed on a data processing device.

Finally, the invention relates to a computer program with program codes for carrying out the method, as described above, when the program runs on a data processing device. For this, the data processing device can be configured as any known from the prior art computer system.

Further advantages, features and details will become apparent from the following description in which - where appropriate, with reference to the drawings - at least one embodiment is described in detail. The same, similar and / or functionally identical parts are provided with the same reference numerals.

• 1 ein schematisiertes Ablaufschema einer Variante des vorgeschlagenen Verfahrens,
• 2 einen schematisierten Aufbau einer Variante der vorgeschlagenen Vorrichtung,

Show it:

• 1 a schematic flow diagram of a variant of the proposed method,
• 2 a schematic structure of a variant of the proposed device,

1 shows a schematic flow diagram of a variant of the proposed method for determining a fault of a arranged on board an aircraft barometric pressure measuring system. The method comprises the following steps.

In a first step 101 a determination is made of a current position POS _GNSS (t) and a height z _GNSS (t) of the aircraft in a geodetic reference system at time t by means of a satellite navigation system GNSS arranged on board the aircraft.

In a second step 102 a static pressure p _AC (t) and / or a pressure altitude z _AC (t) is determined by means of the pressure measuring system.

In a third step 103 for the position POS _GNSS (t) in provided weather analysis data AN _DAT or in provided weather forecast data PROG _{DAT of} a numerical weather forecast model NWP, determining a geopotential height z _{AN / PROG} (t) associated with the static pressure p _AC (t) and / or for the position POS _GNSS (t) in the provided weather analysis data AN _DAT or in the provided weather forecast data PROG _{DAT of} the numerical weather forecast model NWP determining a static pressure p _{AN / PROG} (z) associated with the height z _GNSS (t) t).

In a fourth step 104 the altitude deviation Δz (t) = z _GNSS (t) -z _{AN / PROG} (t) is determined and / or the pressure deviation Δp (t) = p _AC (t) -p _{AN / PROG} (t).

In a fifth step 105 a determination is made of a height deviation Δz * averaged over a period Δt from ΔZ (t) = z _GNSS (t) _{-z AN / PROG} (t) and / or determination of a pressure deviation Δp * averaged over the period Δt from Δp (t) = p _AC (t) - p _{AN / PROG} (t), where an error of the pressure measuring system is considered to be recognized when the average height deviation | Δz * | greater than or equal to a predetermined limit G1 or if the averaged pressure deviation | Δp * | greater than or equal to a predetermined limit G2 is.

In a sixth step 106 a warning signal is generated if an error is detected.

2 1 shows a schematic structure of a variant of the proposed device for determining a fault of a barometric pressure measuring system arranged on board an aircraft, which determines a static pressure p _AC (t) and / or a pressure altitude z _AC (t). The device comprises a satellite navigation system 201 GNSS for determining a current position POS _GNSS (t) and a height z _GNSS (t) of the aircraft in a geodetic reference system at time t, an interface 202 by means of the analysis data AN _DAT or weather forecast data PROG _{DAT of} a numerical weather forecast model NWP for the position POS _GNSS (t) and height z _GNSS (t), an evaluation unit 203 for determining a geopotential height z _{AN / PROG} (t) assigned to the static pressure p _AC (t) in the weather analysis data AN _DAT or weather forecast data PROG _DAT , and / or for determining a height z _GNSS (t) in the Weather analysis data AN _DAT or weather forecast data PROG _DAT associated static pressure p _{AN / PROG} (t); wherein the evaluation unit further for determining the height deviation Δz (t) = z _GNSS (t) - z _{AN / PROG} (t) and / or the pressure deviation Δp (t) = p _AC (t) - p _{AN / PROG} (t) and for determining a height deviation Δz * averaged over a period Δt from ΔZ (t) = z _GNSS (t) _{-z AN / PROG} (t) and / or for determining a pressure deviation Δp * from Δp (t) = averaged over the period Δt p _AC (t) -p _{AN / PROG} (t) is set up and executed; and a comparator unit 204 , which then detects a fault of the pressure measuring system as detected if the average height deviation | Δz * | greater than or equal to a predetermined limit G1 or if the averaged pressure deviation | Δp * | greater than or equal to a predetermined limit G2 is, and, if an error is detected, generates a warning signal.

Although the invention has been further illustrated and explained in detail by way of preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention. It is therefore clear that a multitude of possible variations exists. It is also to be understood that exemplified embodiments are really only examples that are not to be construed in any way as limiting the scope, applicability, or configuration of the invention. Rather, the foregoing description and description of the figures enable one skilled in the art to practice the exemplary embodiments, and those skilled in the art, having the benefit of the disclosed inventive concept, can make various changes, for example, to the function or arrangement of individual elements recited in an exemplary embodiment, without Protected area, which is defined by the claims and their legal equivalents, such as further explanation in the description.

LIST OF REFERENCE NUMBERS

101 - 106

steps

201

Satellite navigation system GNSS

202

interface

203

evaluation

204

comparator unit

Claims (10)

Method for determining a fault of a barometric pressure measuring system arranged on board an aircraft, comprising the following steps: - determining (101) a current position POS _GNSS (t) and a height z _GNSS (t) of the aircraft in a geodetic reference system at time t by means of a satellite navigation system GNSS arranged on board the aircraft; by means of the pressure measuring system, determining (102) a static pressure p _AC (t) and / or a pressure altitude z _AC (t), - for the position POS _GNSS (t) in provided weather analysis data AN _DAT or in provided weather forecast data PROG _{DAT of} a numerical weather forecast model NWP determining (103) a geopotential altitude z _{AN / PROG} (t) associated with the static pressure p _AC (t), and / or for the position POS _GNSS (t) in the provided weather analysis data AN _DAT or the weather forecast data PROG _{DAT provided by} the numerical weather forecast model NWP determining (103) a static pressure p _{AN / PROG} (t) associated with the height z _GNSS (t); Determining (104) the height deviation ΔZ (t) = z _GNSS (t) _{-z AN / PROG} (t) and / or determining (104) the pressure deviation Δp (t) = p _AC (t) -p _{AN / PROG} ( t); Determining (105) a height deviation Δz * averaged over a period Δt from Δz (t) = z _GNSS (t) _{-z AN / PROG} (t) and / or determining (105) a pressure deviation Δp * averaged over the period Δt Δp (t) = p _AC (t) -p _{AN / PROG} (t), where an error of the pressure measuring system is considered to be detected when the average height deviation | Δz * | is greater than or equal to a predetermined limit value G1, or if the averaged pressure deviation | Δp * | is greater than or equal to a predetermined limit G2; and - generating (106) a warning signal if an error is detected. Method according to Claim 1 in which the generated warning signal triggers an audible, audible and / or haptic perceptible output of the warning signal on board the aircraft, and / or the generated warning signal is transmitted to a ground location, where it is further processed and / or an optical, acoustic and / or haptic to trigger perceptible output of the warning signal. Method according to Claim 1 or 2 in which the geodetic reference system is the WGS84 reference system with the WGS84 or EGM2008 gravity model, or the ETRS89 reference system. Method according to one of Claims 1 to 3 in which the satellite navigation system GNSS is a differential satellite navigation system. Method according to one of Claims 1 to 4 in which the pressure measuring system carries out an automated self-calibration of the pressure measuring system in the event of a detected fault. Method according to Claim 5 in which a determined state ZUST (t) of the aircraft is taken into account in the automated self-calibration of the pressure measuring system, wherein the state ZUST (t) of the aircraft is determined by one or more of the following variables: - Mach number, - angle of attack, - yaw angle, - Roll angle, - weight of the aircraft, - center of gravity, - configuration of the aircraft, - flap position, - chassis position. Method according to one of Claims 1 to 6 in which the numerical weather forecast model has NWP model pressure areas p _k , for which first prognosis data PROG _RAWDAT (t) are present, and wherein for the determination of the weather forecast data PROG _DAT (t) the prognosis data _{PROG RAWDAT} (t) is linear in the time t and in geographical coordinates and logarithmically in the pressure field of the weather forecasting model NWP with respect to the position POS _GNSS (t) of the aircraft between model half-pressure surfaces P _{k + 1/2} = a _{k + 1/2} + b _{k + 1/2} * p _sfc interpolated with: k = 0, ..., K; P _{k + 1/2} = 0 for k = 0; p _sfc : static pressure at the bottom for k = K; and a _{k + 1/2} , b _{k + 1/2} constant coefficients; - takes into account a gravitational acceleration g dependent on the position POS and height h; and - taking into account a geoid undulation. Device for determining a fault of a barometric pressure measuring system arranged on board an aircraft which determines a static pressure p _AC (t) and / or a pressure altitude z _AC (t), comprising: - satellite navigation system (201) GNSS for determining a current position POS _GNSS (t) and a height z _GNSS (t) of the aircraft in a geodetic reference system at time t, - an interface (202) is provided by means of the analysis data AN _DAT or weather forecast data PROG _{DAT of} a numerical weather forecast model NWP for the position POS _GNSS (t) and height z _GNSS (t), - an evaluation unit (203) for determining a static pressure p _AC (t) in the weather analysis data AN _DAT or weather forecast data PROG _DAT associated geopotential altitude z _{AN / PROG} (t), and / or to determine a height z _GNSS (t) in the weather analysis data AN _DAT or Weather forecast data PROG _DAT associated static pressure p _{AN / PROG} (t); wherein the evaluation unit further for determining the height deviation Δz (t) = z _GNSS (t) - z _{AN / PROG} (t) and / or the pressure deviation Δp (t) = p _AC (t) - p _{AN / PROG} (t) and for determining a height deviation Δz * averaged over a period Δt from Δz (t) = z _GNSS (t) _{-z AN / PROG} (t) and / or for determining a pressure deviation Δp * from Δp (t) = averaged over the period Δt p _AC (t) -p _{AN / PROG} (t) is set up and executed; and - a comparator unit (204) which detects an error of the pressure measuring system as detected when the average height deviation | Δz * | is greater than or equal to a predetermined limit value G1, or if the averaged pressure deviation | Δp * | is greater than or equal to a predetermined limit value G2, and, if an error is detected, generates a warning signal. Device after Claim 8 in which the pressure measuring system is designed and arranged such that it carries out an automated self-calibration of the pressure measuring system based on an averaged error of the height deviation Δz * and / or the averaged pressure deviation Δp *. Aircraft with a device after Claim 8 or 9 ,

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